dwyer



W. M DWYER.

DRAM Hmmm; FOR RAILWAY CARS.

APLiCATIGH FIIED DEC. 31, |9l5.

Pntmltld J nl v 8, 1919.

2 SHLEYSAYSHEET I.

INV E Wdlm Mrz/yer I I i Ill MATTURNE f l WITNESSES:

W. M. DWYEH.

DRAFT RlGGlNG FUE RAILWAY CARS.

APPLec/.Tnon man Dic. 31. Isls.

'1,309,021 Patented July s, 1919.

, 2 SHtETSSHEU 2.

IN VEN TOR.

WJTNEssEs. W. MB

. Y BYMMJ'I' -5161" MM /va ATToRN Y UNITED sTATEs PATENT OFFICE.

WILLIAM M. DWYER, OF CHICAGO, ILLINOIS, ASSIGNOR TO WILLIAM H. EINER, OF CRAZY, NEW YORK.

DRAFT-RIGGIG FOB RAILWAY-CARS.

Speeiileation of Letters Patent.'

Patented July 8, 1919.

Application led December 31, 1915. Serial No. 69,607.

T o all whom it may concern:

Be it known that I, WILLIAM M. DWYER, a citize of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented a certain new and useful Improvement in Draft-Rigging for Railway-Cars, of which the following is a full, clear, concise, and exact description, reference being had to the accompanying drawings, forming a part of this specification.

This invention relates to improvements in draft riggings for railway cars. And more particularly to that type of railway draft rigging wherein is employed a horizontal yoke or yoke acting member.

`Objects of the invention are to provide a draft rigging of the type above indicated and particularly one wherein the gear is readily removable from below, wherein the sills are eii'ectively tied together over a great length and wherein the stop members are so arranged that the section moduli thereof are most advantageously disposed to resist the shocks imposed thereon.

Other objects of the invention are, to rovide upper and lower front stop mem ers so arranged that the shocks transmitted thereto are distributed to the sills over a large riveting area; to so arrange the lower front stop member that it may be attached to the lower flanges of channel center sills; to so design the front stopy members that insertion and removal of the draw-bar is facilitated and rendered comparatively easy;

to so design the rear 'stop that the rear follower will be 'placed substantially under compression only, hnder bul and the usual bending strains eliminated; to so arrange the front stop members that the draw bar. A10 will be pro erly positioned at all times to transmit bu ng shocks in the right line and at the same time permit the draw bar to have radial movement while the cars are roundfng curves; and to relieve the coupler key 45,' rom carryilgthe weight of the coupler or draw bar.

i The invention also consists in the improvements in the parts and devices and 1n the novel combinations of the parts and devices herein shown, described or claimed,

In the drawing formin a part of this s ecication, Figure 1 is a on 'tudinal, vertical, central sectional viewv o 'a portion of a car showin my improvements in connec- I6 tion therewi Fig. 2 is a horizontal, secthe `transversely extending rear portion of tional view taken "substantially on the line 22 of Fig. 1. Fig. 3 is a transverse, sectional view taken substantially on the line 3-`3 of Fig. 1. And Figs. 4, 5 and 16 are detail, perspective views of the upper front stop, the lower front stop, and the rear stop, respectively.

ln said drawing, 10-10 denote channel shaped center sills having their flanges eX- tended outwardly in the usual manner. Secured between and to said sills, at the rear of the draft gear, is the rear stop casting designated generally by the reference A and more particularly hereinafter described, said casting A. being secured to the sills as by rivets 11-11, see Fig. 2. Secured to and between said sills, at the ends of the car, is the upper front stop member or casting designated by the reference B, an'.T more particularly hereinafter describe'` Also secured to the sills and to the lower` ranges thereof, is the lower front stop member or casting designated generally by the reference C, and also more particularly described hereinafter. Interposed between the front stop melnbers and the rear stop casting A is a draft gear which, as shown, is of the vertical twin spring ty e and comprises a front follower 12, rear ollower 13, upper spring 14., lower spring 15, and combined spring spacer and ilimiting stopy member 16 Interposed between the springs. The draw bar 17 is operatively connected with the gear by means of a U shaped horizontal yoke 18, the latter having the arms thereof provided with elongated slots 19 through which is received the coupler key 20, the latter being also extended through elongated slots 21 in the center sills. The gear is supported by a removable saddle or guide plate 22, the latter being connected by bolts 23 to the lower anges of the center sills.

Referring now to the rear stop member A, it will be seen that the same is provided on its forward face with an upper, transversely extending shoulder 24, lower, transversely extending shoulder 25, said shoulders forming a horizontally extending oove or recess 26 therebetween and within w ich is received the yoke. The depth of the recess 26 is made such, as clearl appears in Fig. 1, that the inner face of t e rear transversely extending portion 27 of the yoke will lie flush with the bearing faces of the shoulders 24.

and 25. Fromthis it will be seen that the rear follower 13 is provided with an unusu ally large bearing surface which extends over the greater part of the follower and thereby relieves the saine, substantially, of all bending strains and causes it to be placed under compression only, when the gear is operated under buff'. The casting A is also providcd'pn each side thereof with longitudinally extending shelves or led es 28-28, which are flush w1th the upper ace of the shoulder or stop 25, and are adapted to support the horizontal yoke in roper position as clearly appears from ig; 2. These shelves or ledges 28are suitably connected with the main body portions of the casting A by vertical flanges 29-29, the latter also limiting the side or lateral movement of the horizontal yoke. For strength, the side walls 'B0-30 of the casting A by which it is riveted to `the sills, are connected by a horizontally extending web 31 at the bottom and a narrower horizontal web 32 at the top, a vertically extending strengthening rib 33 beingL also employed.

eferring now to the upper front stop member B, the same is shown as comprising a casting havin a vertical rear face 34 for the upper portion'bf the front follower 12 to abut against, a horizontal web 35 which extends entirely across the space between the sills and from the flange 34 forwardly to the vertical end face 36, side flanges 37-37 by which the casting B is riveted to the inner faces of the sills, a relatively narrow trans- `versely extending web 38 at the front, an

upper, rearwardly extended riveting flange 39 and a longitudinally extendin centrally located strengthening rib 40. t its forward end, the casting B is also provided with upwardly extending side flanges 41-41 to provide additional means for rivetin the casting to the sills. As clearly appears rom Figs. l and 3, the upper flange 39 of the ca s'ting is riveted to a plate 42, which is in turn riveted to the top flan of the center ordraft sills. The lower ront stop member C, as shown, comprises a rear vertical web or face 43 actin as a 'shoulder for the front follower 12, a orizontal web portion l on which is adapted to ride the lower face of the butt of the draw bar 17, a forwardly and downwardly inclined web 45 which facilitates insertion and removal of the draw bar, as will be apparent, laterally extended riveting flanges 'i6-46 by which the casting is riveted to the lower flanges of the center sills as by the rivets 47, see Figs. 1, 2 and 3, vertical relatively narrow front web 147, and a strengthening and bracing rib 48 extending longitudinally between the flanges 43 and 147. i

At the ends of the center sills, right angled castings 49 are riveted thereto, the latter extending downwardly below the sills and adapted to have attached. thereto a draw bar carry iron 50, the lat er having flanges ada ted to be bolted to said castings 4l) as by olts 5l, and also flanges adapted to be bolted to the lower flanges of the center sills as by bolts 52. For increased strength, angle irons 53 are employed on the outer sides of the center sills to brace the latter and also the castin s 49.

From t e preceding description, it will be seen that the castings B and C are so designed and located that they afford great strength in resisting the shocks transmitted thereto, and in this connection it will be observed that the upper member B also serves as the dead block for the horn of the coupler in bufling. By arranging the stop members B and C, as shown, the sills are effectively tied together and tendency of the sills to spread or buckle is minimized. By attach ing the lower Shop member C to the flanges of the center sills, the rivets connecting the same are placed under shear only and re lieved of tension and, furthermore, by securing the lower stop member to the sills in the manner shown, even though the. center line of draft comes at a point very low on the center sills, nevertheless, relatively shallow center sills may be employed and the stop Amembers effectively applied thereto. Heretofore, it has often been found `necessary when the usual types of sto members have been employed, to either afd extensions in the form of angle irons to the bottoms of the i center ills in order to increase the depth of the center sills and provide means to which the lower portion of the stop castings could be riveted or 'to extend the castings downwardly below the center sills and use addi tional metal to strengthen the depending and unbacked portions of the castings. With my arrangement this is entirely eliminated. v

In addition to the foregoing, it will be noted that the sills are tied together substantially from the ends thereof to oints at the rear end of the rigging, the si ls being tied at their end portions by the .castings B and C, then for a distance b 'the tie plate 22 and for the remainder of t e distance by the casting A. In this way, the sills are adapted to withstand very heavy shocks without danger of spreading or buckling.

Although I have herein shown and described what I now consider the preferred embodiment of my invention, the same, is merely illustrative, as it is 'evident that various changes and modifications ma be made in the details of construction wit out departing from the spirit of the invention and all such changes and modifications are contemplated as come within the scope of the claims appended hereto.

I claim:

riggiliggs said nation with draft Sins flanged al, eileirimer `:winged front stop members for admit gear,

the' lower of said stopmembers having a foradapted .to facilitate the insertion and removnl-of a drawbar and integral lateral extens1ons by which it .is secured to said -flanges. 4

2. A front stop' I'nomber -for railway draft stop member havin a hori- Zonta] upper face on which is a apted -to ride the butt of a drawbar, a forwardly` end downwardly inclined face, e rear vertloel y shoulder against which 'a front follower is adapted tiov abut, end laterally extending horizontal anges adapted to be seeuredto the lowerl Bauges of center sills.

downwardly inclined portion 3. A front stoia member for railway drei,

riggngs, said stopmembenbeingarran ed to extend from one center center sill and be Secured thereto, said member having a lwrzontnl'upper face neer the vrenr'thereof on which .is adapted toride the butt of a druwbansald member being pro vided also with a forwardly :mddown- Wardly inclined face ndnpted to -facilitate the insertion and removal of a drnwbar.

In witness that ,I claim the foregoing I have hereunto subscribed my name th1s 30th day of Dec.,.1915.

WILLIAM M. DWYER.

Witnesses:

JOSEPH Hemus,V CALVIN B. PATCH.

sill to 'the otlel- I 

